Those coming from an all-wheel-drive platform may be slightly intimidated by its rear-driven nature, but the C 63 S houses a friendly and inviting chassis that lets you play around the limits. The traction control system works superbly by cutting back power when you’re too eager, though it’s not intrusive enough that you can’t have a bit of fun. For those wishing to remedy this guardian angel, the C 63 now offers a nine-stage traction control system, just like the GT R, except here it’s controlled by that steering wheel dial.

AMG also offers four new driving modes to play with: Basic, Advanced, Pro, and Master, all of which tinker with the stability control, engine-mount stiffness, rear-differential, and torque distribution. You would be hard-pressed to notice the nuances between them when bounded by street limits but it’s a nice option to have when hitting up the track or for roasting up some rubber. In addition, the electric-powered steering is wonderfully engaging, and though not overflowing with feedback, it relays enough communication to dial in accurate rotation and place the front wheels where you want them.

The ride in the C 63 S is more brittle and unforgiving than the GLC 63 S, likely due to the latter’s additional air suspension. It’s also lightyears away from the boat-like qualities of the standard C 300 Coupe, but just about as punishing as a BMW M3 CS on the road. The C 63 loves to hug every crevice and nook, exploring the depths of each pothole until your spine tingles from vibrations. That’s desirable when you’re driving spiritedly or when the surface is well-paved, but not so great when it’s not. Just like a high-displacement muscle car, we noticed some engine vibrations at idle too despite the dynamic engine mounts exclusive to the AMG S-tier models. It’s certainly not as isolated from the road as the GLC, but just about on par with the BMW. I’d say the Alfa Romeo Giulia Quadrifoglio and Audi RS5 have a more balanced and better-compromised ride setup for casual daily driving.

It doesn’t matter if you’re a Russian gangster or a Russian gangster wannabe, the G-Class commands a kind of road presence and fan following that does not step into the shadow of any other SUV. It has a galvanizing personality, old-world charm, and there’s undeniable character. Frankly, it’s an SUV that you either love or you hate. Lovers will swoon every time they hear those rifle-bolt latching doors, citing that it hits that mysterious and mythical G-Wagen-spot. Haters will say that a 50.000 USD Jeep can do the same job, but better and cheaper. They’re not wrong, but there’s certainly no DMZ separating the two camps either.

The revisions to the G 63 were substantial enough in 2019 to carry over unchanged for 2020. Those changes included swelling in both length and width, increasing interior volume, along with a 170 kg weight loss. There are new LED headlights, front grill design, and a stainless steel brush guard that is mounted differently on the G 550 (in front of the grill) and G 63 AMG (below the grill) as to not obstruct the 360-degree camera’s view. AMG models get that new vertical-slat Panamericana grill, a different front fender, wider wheel arches, side-exit exhausts running under each rear door’s running board, and a host of unique wheels. I would probably wet my pants if I saw one approaching me in the rearview mirror – it makes the sedated GLS look like melted ice cream.

Inside you will find a Jeep-like upright windshield, shallow dashboard, grab handle on the passenger-side dashboard, and three differential lock buttons located front and center. The G 63 AMG receives all the trimmings with a new steering wheel, dual 12.3-inch infotainment units stretching the dashboard width, and a beautiful marriage of carbon fiber, metal, and soft leather. You can add those little driver toggles budding out the steering wheel much like the GT 4-Door, but personally I would leave that box unchecked. While convenient especially when Sport+ mode is needed for those last-minute overtakes, the buttons themselves feel exceptionally low-rent, they aren’t fixated to the wheel with the same solidity as other panels in the interior, and they squeak under operation like those old Hasbro action figures.

And the competition isn’t exactly lacking either. With a starting price of $190,400, the GT R squares off against some heavyweights like the Porsche 911 GT3, Aston Martin Vantage, and Audi R8. It’s a good thing then that the 2020 model year brings some minor changes to the table, including new exterior bits and a refreshed interior.

What hasn’t changed is the powertrain, carrying over a hand-built, 4.0-litre twin-turbo V8 pushing out 577 hp and 516 lb-ft of torque through a 7-speed dual-clutch transmission and carbon fibre driveshaft. 0-100 km/h is dispatched in 3.6 seconds, which isn’t mind-blowingly quick when you compare it to the competition. It’s slower than the Nissan GT-R (roughly 3.0s), BMW M5 Competition (3.3s), and only on par with the Porsche 992 Carrera 4S (3.6s), not the GTS or Turbo models. Even the S 63 AMG Sedan is one-tenths of a second faster. So what gives? Well as any pro racing driver will tell you, straight line speed isn’t everything when it comes to performance.

Like we mentioned before, whatever interior space the GT R lacks, it more than makes up for with its massive rear trunk. It can swallow up twice as much volume as the Porsche 911, and with a hatchback-like liftgate and a deep, wide recess, we were able to stow all of our fishing and camping gear for the weekend. In went the foldable chair, collapsable tent, and our fishing rods. Even then, there was still more space to fill it up with duffle bags and suitcases. All it takes is some smart packaging and a few rounds of Tetris.